Head restraint device for use with a high performance vehicle

ABSTRACT

A head and neck restraint device for being worn by a driver while operating a high performance vehicle in which the device controls the driver&#39;s head from snapping forward and downwards during a frontal vehicular crash. The device includes a pair of anchor straps that are worn along the back of the driver. The straps are adapted for being connected to the driver&#39;s helmet and for being anchored to either the vehicle&#39;s seat belt assembly and/or to the driver&#39;s legs. The restraint device itself does not inhibit the driver from exiting the vehicle as exiting may occur after simply unlatching the vehicle&#39;s seat belt assembly. Moreover, since the restraint device is neither rigid nor bulky the driver may quickly exit the vehicle without being restricted by the device.

CROSS REFERENCE TO RELATED APPLICATION

This application is a continuation-in-part of U.S. patent applicationSer. No. 09/993,839, filed Nov. 16,2001, now U.S. Pat. No. 6,499,149;which is a continuation-in-part U.S. patent application Ser. No.09/837,215, filed Apr. 19, 2001, which is now abandoned. Thisapplication is also a continuation-in-part of U.S. patent applicationSer. No. 29/161,634, filed May 31, 2002; which is a continuation-in-partof U.S. patent application Ser. No. 09/993,839, filed Nov. 16, 2001, nowU.S. Pat. No. 6,499,149, which is a continuation-in-part of U.S. patentapplication Ser. No. 09/837,215, filed Apr. 19, 2001, which is nowabandoned.

BACKGROUND OF THE INVENTION

The present invention relates to a method and apparatus for controllinga driver's head and neck when subjected to deceleration forces, and moreparticularly, to a device for controlling the forward and downwardmovement of the head and neck of a driver during a frontal crash of ahigh performance vehicle.

FIELD OF THE INVENTION

Currently, drivers of high performance vehicles use a standard five orsix point seat belt assembly in which all the straps tie into a commonbuckle to restrain the driver during a crash. However, these seat beltsdo not restrain the driver's head or neck, allowing the head touncontrollably snap forward when the vehicle is subject to a frontalimpact. This uncontrolled movement of the head has resulted in seriousinjury and death.

Recent efforts to improve safety for high performance vehicle driversinclude devices designed to restrain the head and neck of the driverduring a frontal crash. One such device is the “Hanns Device”, describedin U.S. Pat. No. 6,009,566 to Hubbard, which includes a rigid yoke wornby the driver to which a safety helmet is tethered.

Unfortunately, because of the rigid bulky yoke, the Hanns Device itselfmay be a safety hazard by impeding the driver from exiting the vehicleduring an emergency situation. With high performance vehicles, egressinto and out of the vehicle is through the driver-side window frame.When a vehicle crash occurs it is important that the driver quicklyescape from the vehicle. This need to quickly exit the vehicle isparticularly critical when the driver and/or vehicle is on fire or thedriver is seriously injured. However, since the yoke is stiff and bulky,the Hanns Device can impede the driver from exiting the vehicle bymaking it more difficult to fit through the driver-side window frame.Consequently, valuable time in removing the driver from a dangerouscrash site and to treat the driver may be lost.

Another disadvantage of the Hanns Device is that the driver's seat mustbe modified to accommodate the bulky yoke. Accordingly, additionalexpense is incurred and the device cannot be used in vehicles which havenot been modified.

A further disadvantage of the Hanns Device is that the rigid bulky yokeis uncomfortable to some drivers and unnecessarily restricts theirmobility when operating the vehicle.

Other head and neck restraints do not have a positive anchor into whichforces from the head and neck can be transferred. Instead, they aremounted to a transient object, such as the driver's clothing or to achest or waist strap. Accordingly, these types of devices do not providethe needed restraint during impact.

What is needed is a device which restrains a driver's head and neckduring a frontal crash with a vehicle. Additionally, needed is for thedevice to be comfortable and to not impede the driver's egress into andout of the vehicle.

DESCRIPTION OF THE PRIOR ART

The applicant is aware of the following U.S. Patents concerning a racecar helmet restraint:

U.S. Pat. No. Inventor Issue Date Title 4,909,459 Patterson Mar. 20,1990 HELMET-MOUNTED HEAD RESTRAINT 4,923,147 Adams May 8, 1990 HEADSUPPORT/SPINE OFFLOADING EJECTION SEAT INSERT 5,267,708 Monson Dec. 7,1993 HEAD SUPPORT APPARATUS 5,272,770 Allen Dec. 28, 1993 HEADRESTRAINING SYSTEM 5,715,541 Landau Feb. 10, 1998 BRAIN AND SPINAL CORDPROTECTOR 6,009,566 Hubbard Jan. 4, 2000 HEAD AND NECK SUPPORT FORRACING

Patterson describes a head restraint device which connects the helmet ofan occupant to a vehicle seat. The head restraint has a restrainingstrap which applies a single force to the head to restrain the head fromhorizontal forward motion and a strap assembly on the helmet to hold thehead upright. The restraining strap pulls the head directly back nearthe middle of the head and helmet. The restraining strap only appliesthe force when the deceleration forces are above a predetermined level.The attachment of the strap to the helmet allows the helmet to rotateabout a vertical axis approximately 180 degree. The restraint can alsobe connected to the torso of the occupant to simultaneously retract thehead and the torso. The restraint must be detached for the occupant toexit the vehicle.

Adams et al. describes a seat insert for a vehicle which maintains anoccupant of the vehicle in a forward position during high Gacceleration. The seat insert has a head support member for supportingthe occupant's head during a forward, leaning posture. A head supportmember restraint cord is provided to restrain the movement of the headsupport member during the occupant's forward lean. The top and bottom ofthe helmet are restrained to the head support member which is behind andabove the top of the helmet. The head support member tends to resistmotions of the occupant's head which are downward due to accelerations.The seat insert also includes a back plate assembly connected to thehead support member for supporting the spine in its natural curvature.The back plate assembly is able to pivot forward relative to the seat ofthe vehicle. The seat insert is able to transfer G-induced weight fromthe spine to the back plate assembly and ultimately to the existing seatof the vehicle. The seat insert restrains the driver relative to theseat and must rely on restraint of the torso to be compatible with thehead restraint for restraining the head relative to the torso.

Monson et al. describes a head support apparatus which can be attachedto a body support device. The apparatus includes a beam housingattachable to the body support device such as to be rigid in the y-zplane but to be rotatable about a x-axis. The x-axis is defined asextending through the subject's face to the back of the head. The y-axisis defined as extending laterally from ear to ear and the z-axis isdefined as extending vertically from the top of the head through thesubject's chin. A U-shaped rigid beam is mountable in a channel of thebeam housing such that the beam is rigidly supported within the x-yplane but is able to be rotated about the x-axis. Helmet attachments areprovided for supporting the helmet relative to the rigid beam within thex-z plane but allowing rotation of the helmet about the y-axis.

Allan describes a head restraining system including a helmet having achin protector formed thereon, a keeper plate overlying the shoulders,upper chest, including the sternum area, and upper back of the driver, aplurality of straps connecting the shoulder, chest and back portion ofthe keeper plate to aligned portions of the helmet and a pair ofshoulder straps securing the keeper plate to the driver.

Landau describes a brain and spinal cord protector which is provided toprotect the brain and spinal cord of a user against a fall. Theprotector comprises a jacket which is worn about the user's torso, ahead shield shaped to cover the user's head, a support extending fromthe jacket to the head shield to position the head shield above thejacket so that the inner surface of the head shield is spaced from theuser's head.

Hubbard describes the head and neck restraint device for occupants ofhigh performance vehicles. The support device includes a restrainingyoke and a collar. The restraining yoke has two front portions whichextend out from the shoulders of the driver along the torso of theoccupant, and also include a rear portion which extends behind the neckand shoulders of the occupant. The collar of the device extends upwardsfrom the rear portion of the restraining yoke behind the head of theoccupant. The collar of the device is connected by tethers to the helmetworn by the occupant. Shoulder belts of the shoulder harness provided inthe vehicle extend over the front portion and rear portion of therestraining yoke when the device is mounted on the occupant such thatthe device is between shoulder belt and the occupant. The collar acts totransfer forces from the helmet through the tethers to the collar of therestraining yoke which transfers the forces to the shoulder harnessthereby reducing the forces being transmitted to the neck of theoccupant.

SUMMARY OF THE INVENTION

The invention is a method and apparatus for controlling a driver's headand neck during a frontal crash of a high performance vehicle. Thedevice connects the driver's helmet to the vehicle seat belt assembly totransfer forces from the helmet, through the device, to the seat beltassembly. During normal operation, the device is worn on the driver anddoes not impede the driver's mobility while operating the vehicle orwhile entering or exiting the vehicle. During an impact, the harnessdevice keeps the driver's head and neck in alignment with the driver'sspine to keep the head from snapping forward.

In the broadest sense, the present invention is a restraint device forcontrolling the head and neck of a driver during a frontal crash of avehicle. The restraint device includes at least one anchor strap havinga first end positionable along the back of the driver and a second endpositionable between the legs of the driver. A first attachment means isattached to the first end of the anchor straps for releasably attachingto an article wearable on the driver. A second attachment means isattached to the second end of the anchor strap for releasably attachingto a seat belt assembly. When the vehicle is subjected to frontalimpact, the anchor strap is placed in tension and restrains the head andneck of the wearer from snapping forward. In particular, the restraintdevice may be attached to a helmet, skull cap or head band.

Also in the broadest sense, the present invention is a restraint devicefor controlling the head and neck of a driver during a frontal crash ofthe vehicle in which the restraint device includes at least one anchorstrap having a first end positionable along the back of the driver andhaving a second end. An attachment means is provided on the first endfor attaching to an article wearable on a wearer's head. The restraintdevice also includes first and second leg straps which extend from thesecond end of the anchor strap for encircling the legs of the wearer.When the vehicle is subjected to a frontal impact, the anchor strap isplaced in tension, restraining the wearer's head from snapping forward.

Further in the broadest sense, the present invention is a restraintrestraining a wearer during a vehicle impact. The restraint deviceincludes at least one strap extending along the back of the wearer, afirst means for attaching the strap to an article wearable on thewearer's head, and a second means for attaching said strap to a seatbelt assembly. Preferably, the article is a helmet, skull cap or headstrap. Optionally, the restraint device can be provided with fronttethers which extend from a frontal strap on the restraint device. Thefront tethers are attachable to the article wearable on the wearer'shead.

OBJECTS OF THE INVENTION

The principal object of the present invention is to provide a headrestraint device for controlling a driver's head and neck during afrontal crash of a high performance vehicle.

Another object of the invention is to provide a head restraint devicewhich is carried on the driver.

A further object of the invention is to provide a head restraint devicewhich is not bulky.

Another object of the invention is to provide a head restraint devicewhich is not rigid.

A further object of the invention is to provide head restraint devicewhich is comfortable to wear.

Another object of the invention is to provide a head restraint devicewhich does not impede ingress or egress into or out of a vehicle.

Another object of the invention is to provide a head restraint devicewhich releaseably attaches to a high performance vehicle seat beltassembly and to a safety helmet.

A further object of the invention is to provide a head restraint devicewhich maintains the head and neck of a driver in alignment with thedriver's spine during a frontal impact of a high performance vehicle.

Another object of the invention is to provide a head restraint devicewhich transfers forces from a driver's helmet to a vehicle's seat beltassembly during a frontal impact of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and other objects will become more readily apparent byreferring to the following detailed description and the appendeddrawings in which:

FIG. 1 is a front view of a head and neck device according to thepreferred embodiment of the invention;

FIG. 2 is a front view of the restraint device of FIG. 1, but having asingle strap provided with an attachment means for releasably connectingthe device to a seat belt assembly;

FIG. 3 is a front view of another embodiment of a head and neckrestraint device having leg attachment straps;

FIG. 4 is a front view of the restraint device of FIG. 2 attached to aracing suit;

FIG. 5 is a rear view of the restraint device of FIG. 2 attached to aracing suit;

FIG. 6 is a front view of the restraint device of FIG. 1 attached to aracing suit;

FIG. 7 is a rear view of the restraint device of FIG. 1 attached to aracing suit;

FIG. 8 is a front view of the restraint device of FIG. 3 attached to aracing suit;

FIG. 9 is a rear view of the restraint device of FIG. 3 attached to aracing suit;

FIG. 10 is a front view of still another embodiment of a head restraintdevice, illustrating front and rear tethers for attachment to an articlewearable on a wearer's head;

FIG. 11 is a side view of the embodiment of FIG. 10;

FIG. 12 is a rear view of the embodiment of FIG. 11; and

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The invention is a device for restraining and controlling a driver'shead and neck during a frontal crash of a high performance vehicle. Therestraint device accomplishes this task by connecting the driver'shelmet to a standard five or six point seat belt assembly which servesas a hard point between the device and the vehicle. During normaloperation, the device does not impede the driver's mobility whileoperating the vehicle, or while entering or exiting the vehicle. Duringan impact, the device transfers forces from the helmet, through thedevice, to the seat belt assembly to keep the head and neck in alignmentwith the spine and to keep the driver's head from snapping forward.

The present invention incorporates by reference the following: U.S.Utility patent application Filed Nov. 16, 2001, Ser. No. 09/993,839issued Dec. 31, 2002 as U.S. Pat. No. 6,499,149 B2; and Design PatentApplication Filed May 31, 2002, Ser. No. 29/161,634.

Referring now to the drawings, and particularly to FIGS. 1 and 2, therestraint device 10 is comprised of a plurality of interconnected strapswhich are worn by the driver. The straps include a pair of anchor straps12 positionable along the back of the driver and having a first end 14for releasably attaching to a helmet (not shown) and a second end 16 forreleasably attaching to a seat belt assembly (not shown); chest andwaist straps 18, 20 respectively disposed horizontally about the uppertorso and lower torso of the driver; and a pair of shoulder straps 22for maintaining the device 10 in position on the driver. The straps canbe made of any suitable material such as nylon webbing, polyester, andcotton. Although the straps can be made with different widths,preferably the anchor straps 12, chest strap 18 and waist strap 20 areeach 1 inch (2.54 cm) wide.

When worn, the anchor straps 12 extend along the driver's back with thefirst ends 14 terminating at or about shoulder height and the second end16 wrapped forwardly between the driver's legs for attachment to theseat belt assembly. The first ends 14 of the anchor straps 12 aregenerally parallel and spaced apart a distance approximately equivalentto the width of a racing helmet. The second ends 16 of the anchor straps16 converge towards each other where they may be combined into a singlestrap 23, as shown in FIG. 2, or remain as two separate straps, as shownin FIG. 1. A webbing slide adjuster 24 is provided at the second ends 14of the anchor straps 12 to provide height adjustment of the device toaccommodate different drivers.

The free terminus of the second end 16 of each anchor strap 12 attachesto a seat belt anchor 26 having a tongue 28 for releasably attaching toa vehicle's five point or six point seat belt assembly which serves as a“hard point” into which forces applied to the device 10 are transferred.

The free terminus of the first end 14 of each anchor strap 12 isprovided with a D-ring 30 for attachment to a complementary helmettether 32 which attaches the helmet to the anchor strap 12. Each helmettether 32 has a upper end 34 having a quick release helmet hook 36 forreleasably attaching to a D-ring helmet clip 38, and an opposing lowerend 40 adjustably attachable to the anchor strap D-ring 30. Each quickrelease helmet hook 36 is provided with a latch 42 to which a quickrelease tether 44 is attached to provide a quick and simple means fordetaching the device 10 from the helmet.

In an alternative embodiment (not shown), the anchor straps 12 can belengthened to be directly attached to the helmet. In this embodiment,the D-rings 30 provided on the anchor straps 12 are replaced by quickrelease helmet hooks for releasably attaching the anchor straps 12 tothe D-ring helmet clips 38. A webbing slide adjuster is provided on thefirst ends of the anchor straps 12 to adjust the anchor straps 12 to thehelmet to accommodate drivers of different heights.

Referring to FIGS. 1 and 2, the D-ring helmet hooks 38 are provided onopposed sides of the helmet shell so that the helmet tethers and firstends 14 of anchor straps 12 run generally vertically downward from, andparallel to, the sides of the helmet. This predetermined spacing of thefirst ends 14 of the anchor straps 12, and the second ends 16 of theanchor straps 12 tying into the seat belt assembly, reduces themagnitude of torsion forces applied to the driver's neck during a crashby generally equally loading the anchor straps 12 on each side of thedriver's head. Accordingly, the anchor straps 12 tend to maintain thedriver's head in a forward facing position and control the driver's headfrom snapping forward.

The chest strap 18 is generally horizontally disposed and is securedperpendicular to the first ends 14 of the anchor straps 12 by sewing orthe like. The anchor straps 12 are separated along the chest strap 18 bythe predetermined distance which is approximately equal to the outerwidth of the helmet shell. When the anchor straps 12 are placed intension, the chest strap 18 maintains the spacing between the anchorstraps 12 at the predetermined distance.

The chest strap 18 is provided with a buckle 46 at one end and acomplementary tongue 48 at the opposed end so that the ends of the cheststrap 18 can be releasably fastened together once disposed about thedriver. The chest strap 18 is also provided with a webbing tie 50 forlength adjustment of the chest strap 18 so that the device 10 can betightened against the driver and can be worn by drivers of differentgirth.

The waist strap 20 is generally horizontally disposed beneath the cheststrap 18 and is secured perpendicular to the anchor straps 12 by sewingor the like. The anchor straps 12 are separated along the waist strap 20by a predetermined distance. When the anchor straps 12 are placed intension, the waist strap 20 maintains the spacing between the anchorstraps 12. The waist strap 20 is provided with a buckle 52 at one endand a complementary tongue 54 at the opposed end so that the ends of thewaist strap 20 can be releasably fastened together once the strap isdisposed about the driver. The waist strap 20 is provided with a webbingtie 56 for length adjustment so that the device can be tightened againstthe driver and can accommodate different sized drivers.

The pair of shoulder straps 22 extend from the anchor straps 12 to thechest strap 18 and are attached to these straps 12, 18 by sewing or thelike. The shoulder straps 22 have sufficient length to define a suitablespace through which the driver's arms and shoulders can be received. Theshoulder straps 22 do not perform a safety function, but instead assistin holding the device 10 in position on the driver when the device 10 isnot connected to the driver's helmet, particularly when the driver is ina standing position, such as before entering or after exiting thevehicle.

An alternative embodiment of the restraint device 60 is shown in FIG. 3.The device 60 is as described above, and similarly numbered, except thatthe second ends 16 of the anchor straps 12 are attachable to thedriver's legs instead of the seat belt assembly. In the alternativeembodiment, leg straps 62 are provided at the free terminus of thesecond end 16 of the anchor straps 12. The driver's legs are insertedthrough the leg straps 62 which snugly fit around the driver's upperthigh. The mass of the driver's legs anchors the device 10 againstdecelerations forces applied to the driver's head and neck. A secondarystrap 64 can also be provided which attaches the leg straps 62 to thewaist strap 20. Additionally, a suitable adjustment means (not shown),such as a webbing tie, can be provided to tighten or loosen the legstraps so that a snug fit is universally achieved about the driver'supper thighs.

Any of the previously described embodiments can be made integral with adriver's racing suit to make getting into and out of the device easier.For example, the restraint devices 10, 60 shown in FIGS. 1-3 can beattached to the racing suit 80 as illustrated in FIGS. 4-9. Suitablemeans can be used integrate the restraint device 10, 60 into the suitsuch as, for example, sewing the device thereto. In such a case, theshoulder straps 22 would be optional as a suit would carry the restraintdevice. Moreover, the chest and waist straps 18, 20 would be optionalsince spacing of the anchor straps 12 would be achieved by sewing theanchor straps 12 into the suit at the predetermined locations.

Referring to FIGS. 4-7, to attach the integrated device 10 to the helmetand seat belt assembly, the first ends 14 of the anchor straps 12 exitfrom a shoulder portion of the racing suit 80 for attachment to thehelmet tethers 32 or to the helmet. Likewise, the free terminus of thesecond ends 16 of the anchor straps 12 extend from the racing suitbetween the legs of the driver, to expose the seat belt anchor 26 forattachment to the seat belt assembly.

Referring to FIGS. 8-9, to attach the integrated device 60 to thehelmet, the first ends 14 of the anchor straps 12 exit from a shoulderportion of the racing suit 80 for attachment to the helmet tethers 32 orto the helmet. The drivers' legs are inserted through the leg straps 62which snugly fit around the driver's upper thighs. Optionally, asecondary strap 64 can be provided which attaches the leg straps 62 tothe waist strap 20. Additionally, a suitable adjustment means, such as awebbing tie, can be provided to tighten and loosen the leg straps sothat a snug fit is achieved about the driver's upper thigh.

Any of the previously described restraint devices can be attached to ahelmet at more than one location (not shown). For example, the helmetcan be provided with forward and rearward clips on each side of thehelmet. A pair of Y-shaped tethers can attach the restraint device tothe helmet clips.

Referring to FIGS. 10-12, another embodiment of a head restraint device100 is shown. The restraint device 100 illustrates front tethers 102 inaddition to rear tethers 104. The front tethers 102 extend from straps106 at the front torso of the driver, for attachment to a helmet. Thefront and rear tethers 102, 104 may attach to the same helmet clips, ormay attach to separate helmet clips. Front tethers may be provided onany of the previously described embodiments.

Any of the previously described restraint devices, such as the device 10illustrated in FIG. 1, may be attached to a head band, skull cap (notshown), or the like, which is worn beneath the helmet. The head bandcomprises a band that encircles the driver's head and tethers thatextend from the band and are attachable to the restraint device D-ringsmay be used to releasably secure the tethers to the restraint device.

Referring to FIG. 1, in use, the device 10 is attached to the driver byinserting the driver's arms and shoulders through the shoulder straps 22with the anchor straps 12 disposed along the back of the driver. Thewaist and chest straps 18, 20 are wrapped around and buckled in front ofthe driver. Helmet tethers 32 are attached to the helmet clip 38 and thelower ends 40 of the tethers 32 are tied to the anchor strap D-rings 30.The anchor straps 12, chest strap 18 and waist strap 20 are adjusted asnecessary to properly fit the driver. The device 10 is then carried onthe driver as the driver enters the vehicle. Once in the vehicle, theseat belt anchor 26 is secured to the vehicle's seat belt assembly andany final adjustments to the various straps are made.

Referring to FIGS. 1 and 2, in the event of a frontal or angular frontalimpact to the vehicle, the anchor straps 12 are placed in tension loadedby the driver's head and body forward travel. Under tension, the anchorstraps 12 pull against forward travel of the driver's head and neck tokeep them general alignment with the spine. Accordingly, the driver'shead is restrained from snapping forward. Moreover, since the tethers 32and first ends 14 of the anchor straps 12 extend vertically downwardfrom the sides of the helmet, and are separated the predetermineddistance by the chest and waist straps 18, 20, the device 10 limitstorsion forces applied to the driver's neck.

The restraint device 60 illustrated in FIG. 3 functions as previouslydescribed except that the amount of tension in which the anchor straps12 can be placed is limited by the resisting force of the driver's legsinstead of the seat belt assembly. Consequently, under certaincircumstances, the anchor straps 12 could pull up the legs of the driverthereby allowing the driver's head to move forward a greater amount thanif the device 60 were secured to the seat belt assembly.

If the driver is involved in a crash, the restraint device 10 isadvantageously not permanently mounted to the vehicle. Hence, to exitthe vehicle, the driver simply unlatches the seat belt assembly and therestraint device 10 is simultaneously released from the seat beltassembly. Since the device 10 moves with the driver and is neither bulkynor rigid, the driver can quickly exit the vehicle unrestricted by thedevice 10.

SUMMARY OF THE ACHIEVEMENT OF THE OBJECTS OF THE INVENTION

From the foregoing, it is readily apparent that I have invented a racecar driver head and neck restraint device to be worn,by a driver whileoperating a high performance vehicle. The device maintains the driver'shead and neck in general alignment with the driver's spine in the eventof frontal crash by the vehicle. The restraint device is carried on thedriver and is releasably attachable at one end to a safety helmet andthat the other end to a standard seat belt assembly of vehicle. Therestraint device is neither bulky nor rigid and therefore does notimpede egress into and out of the vehicle.

It is to be understood that the foregoing description and specificembodiments are merely illustrative of the best mode of the inventionand the principles thereof, and that various modifications and additionsmay be made to the apparatus by those skilled in the art, withoutdeparting from the spirit and scope of this invention, which istherefore understood to be limited only by the scope of the appendedclaims.

1. A restraint device for controlling the head and neck of a wearerduring a frontal crash of a vehicle comprising: at least one anchorstrap having a first end positionable along the back of the wearer and asecond end positionable between the legs of the wearer; a firstattachment means attached to said first end of said anchor strap for,directly or indirectly, attaching to an article wearable on the wearer'shead; a second attachment means attached to said second end of saidanchor strap for, directly or indirectly, releasably attaching to a seatbelt assembly; and wherein said anchor strap is placed in tension whenthe vehicle is subjected to a frontal impact whereby the head and neckof the wearer is restrained from snapping forward by said anchor strap.2. The restraint device in accordance with claim 1 wherein said anchorstrap is at least two anchor straps.
 3. The restraint device inaccordance with claim 1 further comprising a racing suit wherein saidanchor strap is fixed to said racing suit.
 4. The restraint device inaccordance with claim 1 wherein the article is skull cap.
 5. Therestraint device in accordance with claim 1 further comprising first andsecond leg straps attached to said at least one anchor strap whereinsaid first and second leg straps are adapted for encircling a leg of thewearer.
 6. The restraint device in accordance with claim 1 furtherincluding a frontal strap positionable along the front of a wearer and atether extending from said frontal strap and attachable to the article.7. The restraint device in accordance with claim 1 wherein the articleis a head band.
 8. A restraint device for controlling the head and neckof a wearer during a frontal crash of a vehicle comprising: at least oneanchor strap having a first end positionable along the back of thewearer and a second end; an attachment means attached to the first endof said at least one anchor strap for, directly or indirectly, attachingto an article wearable on the wearer's head; a first leg strap extendingfrom the second end of said at least one anchor strap wherein said firstleg strap is capable of encircling a portion of the wearer's leg whenworn by the wearer; a second leg strap extending from the second end ofsaid at least one anchor strap wherein said second leg strap is capableof encircling a portion of the wearer's leg when worn by the wearer; andwherein said at least one anchor strap is placed in tension when thevehicle is subjected to a frontal impact whereby the head and neck ofthe wearer is restrained from snapping forward by said at least oneanchor strap.
 9. The restraint device in accordance with claim 8 whereinthe article is a skull cap, head band or helmet.
 10. The restraintdevice in accordance with claim 8 further including a frontal strappositionable along the front of a wearer and a tether extending fromsaid frontal strap and attachable to the article.
 11. A head and neckrestraint device for restraining a wearer during a vehicle impactcomprising: at least one strap positionable along the back of thewearer; a first means for, directly or indirectly, attaching said strapto an article wearable on the wearer's head; and a second means forattaching said strap to a seat belt assembly.
 12. The restraint devicein accordance with claim 11 wherein the article is a skull cap, headband or helmet.
 13. The restraint device in accordance with claim 11further including a frontal strap positionable along the front of awearer and a tether extending from said frontal strap and attachable tothe article.
 14. The restraint device in accordance with claim 11,further comprising first and second attached to said at least one strapwherein said first and second leg straps are each adapted for encirclinga leg of the wearer.